diesel

Last oil analysis on low time since oh on 0200 was interesting. Among the results was high silica. First thought was from bead blasting. Asked engineering, they thought dust up exhaust, breather etc as we had big wind for weeks. In short went back to putting an oily sponge up the exhaust pipe after shutdown. Chas

strange things happen when you get behind the drag curve. Tiger moth or glider. Speed has nothing to do with stalling. I do wonder at all the aircraft that need? 30 degrees up elevator. Chas

Good luck trying to operate the Yahoo group format. . .Bruce

There is a strong flea group on yahoo groups. Lots built and even aerobatics. Chas

Vive Le Pou

James ( Flea_Nut )

z

All assumes the machine is in balance. In reality its probably over ruddered because of a reluctance to bank. Straight wing is now a swept wing? Chas.

MMmmmmmm, gravity rules. I have always pumped aux to the mains. It works fine and if done at half main tanks if something did go wrong you still have a lot of time. KISS Chas.

Landing fees and restrictions will make you go bush. Anything smaller than a B737 is a nusiance. Chas

Hi Guys, an update on the diesel.

All ok, wx has stuffed up a lot of flying but seem to average 1.5 hrs when it goes out.

Fuel burn is higher than the froggies are getting. Fuel all in at 2000rpm. Cruise 3/3300 rpm engine. Prop 22/2400

and cruise boost 12 lb = 15 litres per hour. So a bit under that in $nz.

No issues at this time but dont believe the petrolheads regarding cooling pipe and rad

The BMW is not swinging prop but the centre of the Barvarian flag.

$3 nz at local club. Diesel $1.50 nz so at 10 liters per hour I will fly that one

landable too if she was near the deck and could see. I notice on youtube that a lot of pilots fly in the junk 100 ft below the main cloudbase. blind as and should not be up there. Who really knows? Sad loss for all.

green orange = camouflage

Dropped valve seats in engines has always been there. Not just Jabaru. Its been 40 years since my last one. A Chev corvair in my Vee Dub. Yes the bits sucked all around. Thr heads can be undercut to prevent this. Check William Wynes fly corvair collage for a modern fix. Chas

When I was teaching pilots to fly on the wire they did a loop and a spin for every hour flown.

Hill lift is good.

One of my students with 12 hrs total time was in the slingsy dart which has a reputation for spinning well

had an interesting launch. Xwind to 700 feet, bunged off nose lowered and rolled left to catch a thermal.

All looked good but the aileron bit a and it started to rotate. Student who learned to fly in a T31 if anyone

knows what that is just got on with the recovery and recovered and had a soaring flight.

We treat power planes the same.

Chas.

There aren't many structures that have to tolerate the load factors these things are subject to. That's why they need constant inspections. Perhaps some strain gauges /indicators that might record overload of the structure Otherwise you only know when it happens, and it's all over. Fail safe redundancy is generally too heavy to be practical. Every bit of the structure has to work to justify being there in competition. Nev

Ouch, who taught the instructor?

Ouch, who taught the instructor?

have you ever driven on the wrong side of the road, a'la US or France? its kinda similar, in that we expect it to be worse than it is, but we adapt pretty well. I have yet to land a plane from the right seat however, that's gotta mess with you!

have you ever driven on the wrong side of the road, a'la US or France? its kinda similar, in that we expect it to be worse than it is, but we adapt pretty well. I have yet to land a plane from the right seat however, that's gotta mess with you!

One important thing to not overlook is trim. Will it fly hands off in your nominated attitude , speed. A lot of people do not trim properly. Chas

One important thing to not overlook is trim. Will it fly hands off in your nominated attitude , speed. A lot of people do not trim properly. Chas

Well, looking back on my 3500+hrs in 80 odd different ultralight types over the past 25 odd years, I was very surprised how badly I flew a glider for the first time in 30 odd years.When I left gliding back then, I had near 200 hours, Silver C, and around 20 odd types (from Kooka' to Jantar), but getting into a K21, I was all over the place.

What I'm getting at is that with less than 100 hours, you may just be biting off a bit much, not doubting your ability to learn multiple streams, but the variation between these disciplines can be vague and maybe contradictory.

 

Maybe get fully compliant with one field, so that when you try another, you will see the differences and know what to, and not to, do while involved with each in turn.

 

I hope this doesn't seem harsh, hopefully I'm wrong, and at this early stage of all your learning you can/will become multi capable, but it will take a real effort to separate and understand the differences.

Well, looking back on my 3500+hrs in 80 odd different ultralight types over the past 25 odd years, I was very surprised how badly I flew a glider for the first time in 30 odd years.When I left gliding back then, I had near 200 hours, Silver C, and around 20 odd types (from Kooka' to Jantar), but getting into a K21, I was all over the place.

What I'm getting at is that with less than 100 hours, you may just be biting off a bit much, not doubting your ability to learn multiple streams, but the variation between these disciplines can be vague and maybe contradictory.

 

Maybe get fully compliant with one field, so that when you try another, you will see the differences and know what to, and not to, do while involved with each in turn.

 

I hope this doesn't seem harsh, hopefully I'm wrong, and at this early stage of all your learning you can/will become multi capable, but it will take a real effort to separate and understand the differences.

started testing a prototype and homebrewed engine. All great stuff. No book as I write it as I go. The good thing is that the plane does not know if its a Jodel, SE5a, or spamcan. They all work the same way and do not even know where the wheels are. Just get to know there different personalities. Just like people. Sound, touch, vibes etc. You will fly best when everything is covered up. The altimeter wont tell you how high you are if you land at a different place. Fly by angle. Also fly by attitude . Pull the nose up untill it nods at the edge of the stall, lower the nose a few degrees so that it feels and sounds right. Note the attitude and follow that down to your aiming point. When there gently flare and fly level with the ground . Throttle closed of course, just try to stop it landing and you will find the pole slowly comming right back. No wavy stuff on the pole. As said before the plane does not know where its wheels are. All types will now settle properlt if you just keep it straight. Easy as. Chas

started testing a prototype and homebrewed engine. All great stuff. No book as I write it as I go. The good thing is that the plane does not know if its a Jodel, SE5a, or spamcan. They all work the same way and do not even know where the wheels are. Just get to know there different personalities. Just like people. Sound, touch, vibes etc. You will fly best when everything is covered up. The altimeter wont tell you how high you are if you land at a different place. Fly by angle. Also fly by attitude . Pull the nose up untill it nods at the edge of the stall, lower the nose a few degrees so that it feels and sounds right. Note the attitude and follow that down to your aiming point. When there gently flare and fly level with the ground . Throttle closed of course, just try to stop it landing and you will find the pole slowly comming right back. No wavy stuff on the pole. As said before the plane does not know where its wheels are. All types will now settle properlt if you just keep it straight. Easy as. Chas